Automatic train-stopping device



G. W. EDWARDS. AUTOMATIC TRAIN STOPPING DEVICE.

1,397, APPLICATION FILED SEPT. 22, I9I9- NOV 15 v 2 SHEETS-SHEET I.

IN VEN TOR.

A TTORNE Y.

6. W. EDWARDS. AUTOMATIC TRAIN STOPPING DEVICE.

APPLICATION FILED SEPT. 22, 1919.

Patented Nov 15, 1921 2 SHEETSSHEET 2.

I NVEN TOR.

W77. av -law ATTORNEY.

TTED STATES Parent caries.

GEORGE W. EDWARDS, OF TOLEDO, CHIC), ASSIGNOR, BY DIRECT AND MESNE ASSIGI MENTS, TO THE COMMERCIAL SAVINGS BANK AND TRUST COMPANY, OF TOLEDO,

OHIO.

AUTOMATIC TRAIN-STOPPING DEVICE.

Application filed September 22, 1919.

To all whom it may concern Be it known that I, Gnonen W. EDWARDS, a citizen of the United States of America, residing at Toledo, in the county of Lucas and State of Ohio, have invented certain new and useful Improvements in Automatic Train-Stopping Devices, of which the following is a specification.

My invention relates to an automatic train-stopping device and aims to provide a device of this nature which fits in with the airbrake equipment of a train and which necessitates very little mechanism in addition to such equipment in order to attain the desired results. The apparatus provided by me is peculiarly simple and efiicient in that it comprises merely a portable flagging block or a permanent tripping device, operated in connection with the regular block system or from signal towers, piston and cylinder construction of the type commonly utilized in airbrake systems, and valve controlled piping that may be applied without difficulty.

My device, is of such a nature that the flagging block may be carried to a point back of or in front of a stalled train or in front of any approaching train and so applied to a rail that any oncoming and properly equipped train will be positively stopped. The same results will follow if a perma nently located tripping device at the entrance to a block or at some distancebefore a derail or other dangerous point is set from a signal tower by the operator. Fur thermore, with my equipment, when such oncoming train is stopped the engineer or someone from the train will be compelled to descend to the ground in order to release the brakes and to place the engine parts in condition for further operation.

The preferred embodiment of my invention is shown in the accompanying drawings wherein similar characters of reference designate corresponding parts and where-- in Figure 1 is a side elevation of a locomotive showing my invention attached in the proper relation thereto. It illustrates the valve. the small cylinder in the cab and the portable flagging block.

Fig. 2 is a detail view showing my automatic mechanismfor closing the throttle.

Specification of Letters Patent.

Patented Nov. 15, 1921.

Serial No. 325,315.

Figs. 3 and a are a front and side elevation respectively of the portable flagging block preferably utilized by me.

In the drawings my invention is shown as comprising a pipe connected to the airbrake pipe system of the train. This pipe passes outward and downward over the steam chest and through the cylinder lagging. There is always more or less moisture in compressed air. This moisture condenses, especially in cold weather, and tends to flow to the lowest level. The pipe 1 is passed through the lagging and adjacent to the cylinder wall to keep the condensed moisture from freezing and thus damaging the pipe or making the valve inoperative. The pipe is provided with acutout cock 2 operable by hand. This cock is normally open and is to be closed only in case the operating valve 8 at the lower end of this pipe becomes damaged. By closing this cock the train could be operated until repairs were made.

The operating valve 3 is normally closed but may be moved to an open position by a flagging block such as that shown at i. This is effected by means of an arm 5 carrying a wheel or roller 6 on its lower end and the operation of the valve is such that, when once opened, it will remain open until closed by hand.

The flagging block 4: is preferably about two feet in length and six inches in width. It is of such construction that it will extend about eight inches above the rail and it is desirably located outside of the rail about twentyseven inches from the inside of the rail to the center line of the block. The block 4 is fastened to a plate 7 which is bent up to pass over the outer flange of the rail as shown in Fig. 3. To the plate 7 are fastened two bars 8 and 9 which extend under the rail. Bar 8 is provided with a pin 10 fastened thereto by the chain 11. This pin holds the block in its proper location so that it cannot he accidentally moved out of proper relation to the rail. At least one of the bars 8 and 9 should have its rear side against the edge of the tie. The tripping arm 5 extends down a sufficient distance to insure contact with the flagging block 4:.

The pipe 1 is connected to the brake-pipe system and, as will be understood, the opening of the operating valve 3 by tripping of the arm 5, will lower the pressure in the brake pipes, with the result that the brakes will be instantly set.

In connection with this mechanism 1 have provided a small cylinder 12, similar to brake cylinders, in the locomotive cab (see Figs. 1 and 2) and the piston 13 of this cylinder exerts pressure, when in operation, through its rod 14. and the sleeve 15 upon the latch 16 which is pivoted at 1? to the sleeve 15. Within the sleeve 15 is a coil spring 18 which reduces the shock that would occur if the end of the piston struck the end of the sleeve. In moving forward the piston and sleeve press the latch lever 16 which is fulcrumed at 19 on the throttle lever 20 against such throttle lever. This will withdraw the dog 21 from the quadrant 22; further motion closes the throttle to a position known as a drifting throttle. A driftingthrottle is a position with the valve slightly open so that a small quantity of steam flows to the cylinders. This position is determined by the limiting the travel of the piston by means of a properly tensioned spring 23. This spring also returns the piston to its normal position when the brakes are released. It will be understood that the tripping of the arm 5 by the flagging block will automatically effect lowering of the pressure in the brake pipes. This lowering of the pressure causes the shifting of the triple valve 24, and allows the compresser air in the tank 25 to expand into the brake cylinder 26, setting the brakes. The compressed air also expands into the cylinder 12 through the pipe 27, thus closing the throttle.

The simplicity of this device is unusual in that results are attained by the mere addition of two branches to the airorake pipe system and a piston for operating the throttle lever. The operation oi the device is attained by a flagging block either portable or permanent. The branch carries the operating valve may be rendered entirely inoperative by the cutout cock 2.

The portable flagging block is particularly advantageous because, in the event that a train becomes stalled a brakeman can readily carry this block forward and one rearward of the t "ain on a single track line and ward on a double track line, and by setting it be sure that any oncoming train will be automatically stopped. Nothing will depend on the eyesight of the engineer, foggy weather conditions, or any. obstructed view of the flaginan. Furthermore, after a train is once stopped by my device the engineer cannot restore running conditions while in his cab but must descend to the ground. My device gives the conductor full control of the train for by opening the conductors valve, the brake pipe pressure is lowered which causing the brakes to be applied and the throttle to be automatically closed. The same results will follow if the train breaks in two.

It will be obvious that with my apparatus,

whenever the pressure in the air-brake system is reduced sufficiently to set the brakes, regardless of the cause, the throttle will be moved toward closed position. The extent of such movement may be varied by varying the strength of the spring 23. It will also be obvious that with my device the air control lever is not afiected by my tripping operation but the brakes are set without the application of any force to such lever.

Having thus described my invention, what I claim 1s:

1. In a train controlling mechanism, a throttle lever, a latch thereon, means for automatically moving the throttle toward closed position, said means comprising a plunger and a flared guard in which, said plunger operates, said flared guard being directly connected to said latch.

2. In a train controlling mechanism, a

means for automaticall movin the throttle a toward closed position, said means comprising a plunger, a flared guard in which said plunger operates, and a cushion spring the whole of which is interposed between the end of said plunger and the constricted base of said guard.

3. In an automatic train controlling mechanism, a piston and cylinc er member for moving the throttle toward closed position upon reduction of pressure in the air brake system, a branch pipe connected with said air brake system, a trip operated valve in said branch pipe which when tripped causes reduction of pressure in the air brake system and consequent setting of the brakes ant closing of the throttle, said branch pipe passing in such proximity to the steam cylinder that it will always be heated thereby.

a. In an automatic train controlling mechanism, a piston and cylinder member for moving the throttle toward closed position upon reduction 01"" pressure in the air brake system, a branch pipe connected with said air n'ake system, a trip operated valve in said branch pipe which when tripped causes reduction of pressure in the air brake system and consequent setting of the brakes and closing of the throttle, said branch pipe passing in such proximity to the steam cylinder that it will always be heated thereby, said branch pipe passing through the steam cylinder casing between the lagging and the cylinder.

In testimony whereof I hereby affix my signature.

GEORGE WV. EDWARDS. 

